Monthly Archives: October 2016



I’m 230 pages into the book

“Aberration in the Heartland of the Real: The Secret Lives of Timothy McVeigh”

and it’s must reading.  This is compelling stuff.

There are four to six paragraphs in the prologue that provide an overview for all crimes of the deep state that are simply some of the best material written on the topic. 

I’ve just finished the section on McVeigh during the Gulf War, the Basra highway turkey shoot, the bulldozer assault, and much more. Every American ought to read this. 

The author describes the Gulf War as a “war whose carefully-constructed spectacular prime-time entertainment value qualified it as the first hyper-real post-modern info-war. The mass mediated murderous extravaganza masked its managers’ surreal and brutal genocidal, ecocidal and homocidal New World visions”.

Her next work is based on the research of Cheri Seymour, whose book  “The Last Circle”  I devoured (and reviewed) years ago; Dr. Painting has become an expert in in the investigative research of author Seymour, herself a private investigator and journalist.

The first footnote for the third chapter of the book speaks of “Fusion Paranoia”, a term coined by Michael Kelly in 1995, which refers to “the convergence of political wings in the conspiracy theory milieu”. 

The second footnote for the third chapter details Peter Knight’s description of the “canon” of conspiracy theory

The book is deeply and meticulously footnoted, there is a bibliography and a master document bibliography, and it is indexed. There is already a very small number of errata listed at her web site and a note that these will be corrected in a forthcoming second edition.

To purchase the book from Trine-Day, click here.

“Presenting startling new biographical details about Timothy McVeigh and exposing stark contradictions and errors contained in previous depictions of the “All-American Terrorist,” this book traces McVeigh’s life from childhood to the Army, throughout the plot to bomb the Alfred P. Murrah Federal Building and the period after his 1995 arrest until his 2001 execution.

McVeigh’s life, as author Wendy Painting describes it, offers a backdrop for her discussion of not only several intimate and previously unknown details about him, but a number of episodes and circumstances in American History as well, including Cold War popular culture, all-American apocalyptic fervor, organized racism, contentious politics, militarism, warfare, conspiracy theories, bioethical controversies, mind control, the media’s construction of villains and demons, and institutional secrecy and cover-ups. All these stories are examined, compared, and tested in Aberration in the Heartland of the Real, making this book a much closer examination into the personality and life of Timothy McVeigh than has been provided by any other biographical work about him.”

“Wendy S. Painting, PhD, is a professor of U.S. history at Empire State College and works as a freelance investigative researcher. Her extensive and seminal investigatory research into the 1995 Oklahoma City bombing and Timothy McVeigh distinguishes her as a leading national expert on both subjects. She coauthored and coproduced the

2011 documentary film, A Noble Lie: Oklahoma City 1995. She lives in Rochester, New York.”

About the film: 

Here is the full two-hour film: 

Her web site: 

Her curriculum vitae is there and it ought to be a model for youngsters to emulate. 

make up your own mind (amended)

make up your own mind

One topic that has caught my attention and that of others is the issue of extra-terrestrials, free forms of energy, covert unacknowledged ops and compartments and funding, or the secret space economy, which also brings in deep underground military bases, military/space technologies, governance of the Republic (have we kept it, Ben?), and more.

That’s enough to keep us chewing our cud for days.  Tin foil hats are optional.


Musical theme:


I’m not going to put forth a position at this time, except to say that I think this is worthy of our attention.  Some have suggested that there are many forms of disinformation here. and the field at large has been the subject of much of that, much propaganda, much misdirection, purposeful confusion, outright lies, etc.

I’m going to put forth a bunch of links, and you can make up your own mind.

The first is the two-hour movie “Sirius”: 

Related web sites: 

If you start and finish there, you’ll have a leg up.

I suggest you move on to the others, though, for more “flesh”, more opportunity to judge the presentation and veracity of Stephen Greer, M.D. Many have called him a hoaxster.

The second wave:



60 minutes

Part Two of this interview:  



 The third wave:

It’s Happened 

220 minutes


The fourth wave: 

Work Down To The Right



The fifth wave is a link dump of quick search-engine work done recently:


The famous Rockefeller UFO Briefing Documentée 


Extraterrestrial Politics Part 1 – Rockefeller Initiative to The Clinton White House

Written by Grant Cameron   

Sunday, 02 August 2009 21:30 

Hillary Clinton Is Serious About UFOs

The Democratic front-runner’s talk of extraterrestrials is the least bizarre part of this election.

AJ VICENSMAR. 25, 2016 3:31 PM 


Want more?

The Crossing Point of Light – A Workshop with Dr. Steven M. Greer, MD – (FULL 5 Hours) 

CE 5 Meditation 

– Steven Greer –

Sirius CE-5 ET Contact Tool Golden Ratio Binaural Guided Meditation w/ Dr. Steven Greer 


I said up above that you can make up your own mind.

You do anyway.  Your are responsible for your own mind even when you are not.

You are responsible for renting it out to others, letting it fall asleep when you should be awake, for failing to make some effort to develop it in a way that moves towards its full potential.

There are lots of people and lots of sources that suggest this.  One of them is the book by Michael Murphy, The Future of the Body.  It and his work sit in the background of this topic. See

Here’s the Kirkus Review of the book.

Here’s a review by the New England Journal of Medicine.




I should have included material submitted into a private discussion by one HongPong, who runs a web site by that name: .  It is here included without change, the dominant point his calling attention in particular to one blog and one or more blog entries:

“FWIW Sirius is a rockefeller faction movie, I think it is explicit in some of the dialogue.

For more commentary on UFO materials in general I recommend by Chris Knowles, also the facebook group is very good.


Re Rockefeller faction, take a google search on “lawrance rockefeller ufo” for example. He was kind of the main visible guy and important in the background of the Esalen Institute etc. Two places to look for more are  generally, , and for other elite network info.

Re Esalen/star trek world:

By part four:

In this case, the big money often came from Laurance Rockefeller, who saw the spark of genius in Murphy’s ambitious intellect. Rockefeller was not only the heir of a vast fortune and a brilliant investor, he was also interested in the spiritual ferment taking shape around the Bay Area. However a Rockefeller was still a Rockefeller, and needs must.

Murphy opened a dialogue with psychic researchers in the Soviet Union in 1980 and that led to a series of invitationals looking to overcome the barriers of the Cold War. Where Murphy saw kindred spirits, the Rockefeller Globalists looked behind the Iron Curtain and saw vast untapped oil fields, mineral deposits and other goodies to be plundered for pennies on the dollar. And with the arms race breaking Moscow’s back, they saw the opportunity to get their hands on the booty (just like the So’na).

Throughout history the Church often played the broker when two sides looked to make peace but the Vatican made itself a combatant in the Cold War with the election of John Paul II. The Protestant Churches were under the Rockefeller thumb (the family controls the World Council of Churches) and were often useful idiots but Esalen and the New Age offered another interesting possibility, given the Russian fascination with mysticism and the occult.

But the episode with The Nine did a lot of damage to Esalen’s public image so Murphy– who spent very little time at Esalen and hadn’t done so since trying to create an Esalen North in San Francisco beginning in 1966– came back to Big Sur to marshal his forces and get rid of Jenny and The Nine. Steve Donovan (not “Dougherty”) was brought as a third chairman to add an air of corporate responsibility.

We’ll never know how this would have played out given Dick’s death that year. But if that tragedy sent Esalen reeling into a crisis of personal grief and existential confusion, it played out well for the Rockefellers. With Dick and the Nine out of the picture, the new New Age program could be rolled out at Esalen itself, to be made safe for middle class housewives all across the free world.

Another Rockefeller minion, the Rev. Jim Garrison (no relation to the JFK prosecutor, believe me), was set up at Esalen to man the Russia program and brought the walking human disaster Boris Yeltsin to America. Garrison later headed the Gorbachev Foundation- another Esalen/Rockefeller project- at the Presidio in San Francisco.

Later headquartered at the Presidio? Starfleet.

…..Rockefeller and Donovan wanted to use Esalen to create a mainstream New Age but by doing so essentially drained Esalen of its uniqueness (or essence).


Some blockquotes etc

Puharich being a friend of R. J. Reynolds found support and protective acceptance, until he fell into disfavor with David Rockefeller, ultimately necessitating him to seek protection from another friend, the [then] Mexican President. Puharich capitulated, acquiescing to Mr. Rockefeller’s demands, promising not to engage in further ‘water as fuel’ research, thereby, stopping all attempts at his sanctioned assassination by the CIA.

…Puharich was well connected, and respected within the most elite of global society. He was known academically, and internationally among the power elite. He therefore was a significant threat to those special interests involving a direct influence regarding energy sources as fuel derivatives. And his use of ‘water as fuel’ was a direct threat to one of the most powerful families on planet Earth. Puharich had to personally assure the Rockefeller family, that he would no longer engage in further research or usage of ‘water as fuel’ to power combustion engines.


Because as much as it’s anyone’s, Esalen is a Rockefeller project. Rockefeller money helped build it, sustain it and grow it. It helped rebuild it after various crises. The Rockefeller in question is the late Laurance Rockefeller, whose very, very deep pockets helped build a New Age Empire in California, including Esalen, the San Francisco Zen Center, the Lindisfarne Association, the Institute of Noetic Sciences and the California Institute of Integral Studies.


Were Puharich’s problems with the Rockefellers only a function of his work with free energy? Or was his other project– The Nine– causing the Rockefellers grief on the other side of the country?

Because as much as it’s anyone’s, Esalen is a Rockefeller project. Rockefeller money helped build it, sustain it and grow it. It helped rebuild it after various crises. The Rockefeller in question is the late Laurance Rockefeller, whose very, very deep pockets helped build a New Age Empire in California, including Esalen, the San Francisco Zen Center, the Lindisfarne Association, the Institute of Noetic Sciences and the California Institute of Integral Studies.

This isn’t surprising; nothing gets done in this country without people with deep pockets behind it. Not religion, not politics, not media, not even big-time conspiracy gurus. But it might explain why the New Age movement is so arid and inert and unthreatening (especially compared to its early days). It was engineered that way.


Also this is awesome

in the weeks before Roswell we would also see one of the most remarkable meeting of scientific minds since the war’s end- the Shelter Island Conference, which took place on the first weekend of June of ’47……..

And wouldn’t you know it, Rockefeller fingerprints were all over this little get-together:

The idea for the conference was hatched by Duncan MacInnes, a physical chemist with the Rockefeller Institute and Karl K. Darrow, the permanent secretary of the American Physical Society.

Of course, you’d need Rockefeller kind of money to assemble the kind of talent that showed up at Shelter Island:

The conference featured a veritable Who’s-Who of the physics community, including Edward Teller, David Bohm, John von Neumann, John A. Wheeler, I.I. Rabi, Richard Feynman, Willis Lamb, Linus Pauling, Hans Bethe, and Julian Schwinger (and) discussion leaders J. Robert Oppenheimer, Victor Weisskopf, and H.A. Kramers.


I mean, remember that the Rockefellers and Bell Labs were running this dog-n-pony show, and invoking the old gods was the way things got done. As anyone who’s walked around Midtown Manhattan or looked into Project Nike will tell you.


Anyway I hope this is helpful and not an inordinately huge dump of text for everyone. I thought it was very interesting stuff to nosh on.

And I don’t need to remind anyone how interested the Rockefellers have been involved in the UFO/AAT field over the years.

Sorry about the rough editing, in the last 2 sentences above “anyway” is my sentence and “i dont need to remind anyone” is i think from the lucifers-techs part 1 post.


Also “rune soup”  has good pieces. secret sun writer Chris Knowles lives in New England somewhere I believe. the big batch of stuff i put on the WMR thread is a great starting place. the “secret star trek” post series is a must read.




Additional material has been posted in a separate forum but I do not have the poster’s permission to add it here.

truth bloggers’ discussion

Blogger Ed(itor) said…

“…  When you have a minute, read the tea leaves with regard to what’s going on up and down the alphabet (that big company recently remained from a well-known search engine outfit). In particular, check out as well as and the video and its “show notes” and, more importantly, the experiences and observations of you and your network of bloggers. I seek answers and alternative pathways. ”

October 7, 2016 at 9:13 AM

Blogger greencrow said…

Hi Ed:

Thanks for the heads up and the links. The more the perps lie…the more the public turns to bloggers for the truth. The more the public turns to bloggers for the truth…the more repression from the liars and their co-horts. It’s a vicious cycle.

I guess we should be grateful that there the Internet allowed for this tiny window of truthtelling (the blogosphere) at all.


Blogger Ed(itor) said…

We know the game, but it appears to be ratcheting up and intensifying in the little ways with regard to Google (Kenny’s blogroll is no longer there, for example, and my e-mail seems suspect). More and more minor players seem to be dropping out. I am thinking of what approach to use in lieu of…

October 7, 2016 at 6:17 PM

 DeleteAnonymous james@wpc said…

“The biological evidence indicates that humans are hard-wired to seek out the truth. Why? The truth gives us some control over an otherwise chaotic world. We seek a unified vision of what is going on around us…so that we can respond in an effective manner. Otherwise, we would be like a hive of bees that has smoke blown into it. The bees are all disoriented and left powerless. The truth as we see it is absolutely necessary for our survival on this planet…and at some very deep subconscious level, most (but, unfortunately, not all) of humanity understands this immutable law and seeks the truth every day.

So, no matter how much smoke and mirrors are are blown into our world, intelligent humans will find ways to learn the truth and to share it. Ultimately, the war on truth will fail, as it always has.”

Well said, Greencrow. Truth is essential for survival. That’s a great analogy with the bees.

October 2, 2016 at 6:43 PM

Blogger Ed(itor) said…

We know the game, but it appears to be ratcheting up and intensifying in the little ways with regard to Google (Kenny’s blogroll is no longer there, for example, and my e-mail seems suspect). More and more minor players seem to be dropping out. I am thinking of what approach to use in lieu of…


Blogger greencrow said…

“… [the] comment about bloggers being driven by “love of truth” gave me not one but two great ideas! Thanks. I may not implement these ideas myself or in this blog but they are great ideas and someone will eventually implement them. Here they are

1. A special page (I could have it on this blog or it could be a special blog or everyone could have a link to it) where bloggers write a short couple of paragraphs about their blog…what first drove them to do truth blogging and what issues compel them the most. Occurrences would be an excellent site for this special page or link : )

2. A Truth Bloggers Union. This could be a loosely run organization of technical support, information and solidarity for truth bloggers as we move into a new era of increased repression, marginalization, etc. There could be a logo drawn up that all members of the Union could add to their blog face page. It would look like the old Union logos. I really believe in the Union Movement and even tried to spear head a union organization movement when I was a legal secretary many years ago. I won’t tell you how that turned out…lol (or as we said in those days hahahahaha)

Think about all of this folks and please add ideas if you wish…or take up the ball and run with it!


October 9, 2016 at 8:15 AM



# # # # #


The above discussion took place across several days at and is an extension of ideas that have been suggested, circulated or noted for years.  Recent trends and events have ramped up the need for such a discussion.

I have set up this blog entry and opened up comments so that they do not require registration or even your identification. However, I suggest that you identify yourself and your blog address.

My own situation is described right here:  

Pending input and my decision, we have about 17 days for this discussion.


Intersection of State and Liberty

Intersection of State and Liberty

I recently bought a Nissan Altima.  My wife and I are getting older, and comfort and ease of ingress/egress is more of an issue given my hip arthritis. She rode in a friend’s Nissan (who has had two of them and swears by them) and presto change-o we bypassed the Subaru Forester and got out of the Honda CR-V, which was too unstable on the highway by my standards (I was used to smaller, wider, more ground-hugging road cars) and from which she had hip discomfort getting in and out. 

So we now drive a car that dings, bings and whistles whenever we drive. 

The dings, bings and whistles, as near as I can gather, are the vehicle’s poorly-timed and frail attempts to define the driving lane and let us know that we are about to wander.  They let us know that something or someone is in one of our blind spots, behind us qwhen we shift into reverse, and so on. There was only minimal introduction and instruction by the rookie salesman at the dealership owned by a former NASCAR and stock car racer. The manual that comes with the car is typically massive, bland, poorly-written technical writing. The Honda I was used to was an all-wheel-drive-all-the-time model; the Nissan is a front-wheel drive car. 

The blind spot warning devices flash lights on the door posts briefly (instead of in a HUD display on the windshield where the driver’s eyes are supposed to be trained). They usually ding just about the time my fellow motorist has overtaken me fast enough to actually be nosing ahead of me; “look, idiot, you’re being passed”. The car does not yet announce — though I’m quite certain many of my fellow drivers have that version — “prepare to qualify”. 

The version of the car we bought does not yet come with autonomous braking, steering or parking.  Good thing… I’ve gone down the path of automotive autonomy just about as far as I care to go. I may revert and invest in a re-conditioned vehicle from the 70’s before they disappear or are outlawed.  The mailman just brought an invitation to subscribe to Hemmings Motor News and I may just take them up on it. I’ve been frustrated with years of NHTSA design anomalies that have taken away any kind of reasonable utilization of cabin space in fear that those things I choose to bring with me might become flying objects in a crash; the space has been taken over by airbags which are continuously being recalled anyway. The Japanese used to have a good feeling for driver ergonomics; the old phrase from the British angle of automotive journalism was about controls “falling readily to hand”. Nothing is where it should be anymore; I spend more time taking my eyes off the road to figure out where the thing is in the first place. I have begun to train my wife, who usually loses herself in a book as soon as we are underway, does not take well to the tasks, to be a kind of co-driver in the vein of late 50’s automotive rallies. She handles the radio, the heat, the air conditioning, the GPS navigation system, drinks, snacks, etc.  I handle the road, the idiots who drive on it, the weather conditions, and my own inexorably-advancing age.

But all these are momentary frustrations, for the advent of driverless cars is upon us. Nissan is preparing for that future. 

The future is barreling down the outside lane of society faster than that cross-town hipster blaring merengue from inside his modified low-rider Honda Civic, or any of the dozens of people in town who are late and think I am in their way.

Despite multiple attempts to sell us on the idea that we should leave the driving to them, most of us are not particularly happy about it. 


Your key to the future: driverless cars (from 1956) 


The powers that be are quite convinced we don’t know how to drive, or at least they are quite convinced that they need to convince us that we don’t know how to drive. 

Watching any of the current spate of car ads or insurance ads about driving will tell you that they are gently herding us into giving up the freedom and control of driving one’s own car.  

This form of social engineering mimics “the nanny state” and “the surveillance state” in that it is sold through the gentle pushing of the idea that you are at risk, that you need to be saved, and that you can cede your safety to the concerns to the state which, after all, only has your best interests and those of society at stake. 

Many of you may know my driving record. I don’t profess to be among the best.  I do profess to enjoying it. 

My parents wouldn’t let me near a car.  As a teenager, I learned how to drive a stick working for a lawn mowing company cross-town; I got the ’39 three-speed Ford pickup truck and learned how to grind coffee.  I had the experience of driving a Sunbeam Tiger when I worked at a public golf course.  When I got to college, I got my license and my boss in the restaurant let me drive his Mustang. I drove from the Dunkin Donuts in the center of North Adams to the traffic circle interchange with the Interstate in Greenfield in 42 minutes. Try that one on for size some time. 

The first car I owned was a 1968 British Ford Cortina GT. It died by dashboard fire and I got by with a used ’62 Mercedes-Benz 220S sedan with four-on-the-column and a very leaky radiator; I used to hand the gear shift stick to my passenger on the way up from third to fourth gear. It had a Blaupunkt radio with AM and FM and shortwave for those who were assigned to the local U-Boat fleet. When it died (I’d already worked for the fire department by then), I got myself a 1970 fire-engine-red Mustang GT with a Cleveland 351 with a four-barrel carb and a Hurst four-on-the-floor that could top out at 135 mph. Downtown Amherst, Mass. to downtown Manhattan in two hours flat.  I gave that up for a 1974 Fiat X1/9. By then I was a veteran ambulance driver. 

[I wonder if they are going to make ambulances autonomous and driverless and put robots in them to take care of the ill and injured.]

I was deeply into reading Road&Track, and Car and Driver, and I remember Brock Yates’ suggestions that there be a class of drivers who were superbly skilled and trained and could be designated and recognized with a Master’s Drivers License. 

At Car and Driver, we were convinced that the automobile, as we knew and loved it, was as dead as the passenger pigeon. Ralph Nader was at full cry, ringing his tocsin of automobile doom into the brains of the public, convincing them that the lump of chrome and iron in the driveway was as lethal as a dose of Strontium 90 or a blast from a Viet Cong AK-47.

BROCK YATES, Cannonball!


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“… Despite becoming Public Enemy Number One for self-serving, self-appointed, sanctimonious “policy planners,” the automobile remains this country’s life-blood…..” 



The Chinese — whom I trust you know bought out Volvo several years ago — will be taking the XC90 crossover SUV’s into a trial program soon. 

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On The Automotive Singularity 

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“Hoping to make drunk driving a literal impossibility, the National Highway Traffic Safety Administration rolled out a prototype drunkenness-detection system for cars that would disallow vehicle operation if the driver is above the legal limit. Working with auto-industry members, NHTSA has been working on DADSS—Driver Alcohol Detection System for Safety—and presented its ideas for stopping drunk-driving accidents before they happen before Congress and Mothers Against Drunk Driving. Drunk driving is of course dangerous, illegal, and just plain stupid. Helpfully, then, NHTSA is working to make its in-car drunk-detection tech as seamless and unobtrusive as possible….”

More (with graphics and video): 

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“Autonomous cars are coming, and it’s time for everyone to just accept it. 

It might seem odd to have to state such a thing so plainly, but denial is a powerful drug. And enthusiasts tend to be heavy users.  Yet technology and progress are irrepressible, so here we are. For people that love to drive, the idea of an automated car is an affront to everything they hold dear. But the truth is inescapable. If you consider building-block technologies like stability control, adaptive cruise control, lane keeping, and steer-by-wire, this shouldn’t even really be surprising. 

The first time I ever experienced a car that could drive itself was three years ago. I was at General Motor’s Milford Proving Grounds in a heavily modified Cadillac SRX equipped with an early version of Super Cruise, some form of which will be in the new CT6. I conducted the interview from the driver’s seat as the car competently looped around the track, in its own lane, at 60 mph (you can watch the video here). After that, it was clear: This is the future. 

And it should be. Maybe not all of it, but part of it. There are a lot of logical reasons for having  cars with the ability to drive themselves and communicate with each other and even infrastructure: lives will be saved, boring parts of tedious drives can be offloaded, our vehicles and roads will operate more efficiently, people who can’t currently drive will suddenly be mobile. These are just some of the positives, and there are many more, plenty of which we can’t even predict. That is the hard truth. 


But before semiautonomous cars, which still require drivers, and fully autonomous cars are available on any sort of mass scale, there is much to figure out. These systems still can’t handle the more nuanced decisions human drivers make, and  insurance and liability are looming questions. Not to mention real-world technological limitations. My Super Cruise test drive was actually our second attempt. A heavy snowfall had caused the first ride to be canceled because the SRX’s camera was unable to register the lines on the road and center the car in the lane. That was awhile ago, and severe weather remains a challenge (though machine groupthink through connected cars, better GPS, and highly accurate maps will help). Lastly, there’s the inevitable learning curve of people understanding how these technologies work, as demonstrated by Model S owners already having near accidents.  

So what does this all mean for enthusiasts? The people who still think it is important to know engine RPMs and get a thrill out of intentionally kicking out the ass end? The honest answer is that we don’t know yet. Nobody does. Despite all of the sensational stories and headlines prognosticating the death of driving, it’s hard to imagine a country where people won’t at least have the option to drive themselves. Even if it’s on designated roads or it means paying a higher insurance premium. Likely, we’ll end up having a mix of cars with semiautonomous abilities and fully autonomous vehicles serving varied purposes. 

Then again, maybe in 100 years people will look back and think: Who in the world thought it was a good idea to let all those distracted, careless humans hurtle around in 2-ton death machines? 

It’s really hard to say. 

Here’s what we do know: Road & Track will always celebrate the analog joys of driving. That much will never change. But the fact of the matter is that the very act of driving and how we will all experience it will morph into something new over the coming decades. It already is. For that reason, it’s as important to understand this shift as any other automotive innovation. To ignore it, to stuff your fingers in your ears and stomp your feet, does nothing. 

There’s no stopping progress. Let’s just all hope that in the future there will still be room to have some fun.” 


OCT 19, 2015

From the February 2016 issue of Car and Driver

“Autonomous driving—what the high-minded call artificial intelligence and what we call real brainlessness—may not be as vile as we originally feared. One DeLorean DMC-12 directed by a Stanford University engineering crew can perform perfect opposite-lock, tire-cooking, hands-off donuts at will for as long as the rubber lasts. Lead professor Chris Gerdes explained the rationale underlying this class project, timed to coincide with the fictional arrival on October 21, 2015, of the time-traveling Back to the Future DeLorean: “When we no longer have a human driver in the loop, we think that the automated vehicle should be able to harness the full range of vehicle operating capabilities to avoid collisions, even if this means going sideways a bit to stay on the road.” In other words, loading $60,000 worth of navigation gear, two powerful electric motors, and shrewd software into a 30-year-old sports car may have just fried Google’s autonomous eggs.

While on-demand drifting will likely remain in your dreams for the time being, cars programmed to perform other feats are now commonplace. Anti-lock brakes and stability control have been mandatory for years. Lots of cars sound an alarm, shake the seat, and/or nudge the steering wheel when you leave your lane without ­signaling. Adaptive cruise control that automatically maintains a safe distance from the car ahead is also widely available. Ten manufacturers recently committed to making automatic emergency braking standard across their entire lineups.

Brainless driving is closing in on us like a meteorite because of its potential to avoid accidents. Sadly, we are a nation of mediocre drivers, distracted on our daily journeys by dining, child rearing, makeup applying, and incessant texting. Driver’s ed. is a shadow of its former self, and few of us are able to use the accident-avoidance capabilities built into every new car. Our driving errors cause crashes, injuries, and fatalities.

So while we’re getting worse behind the wheel, the sensors and algorithms capable of saving us from ourselves are getting better. And though we’re not convinced that this will ever yield totally hands-off personal transportation, scores of manufacturers are working feverishly to prove us wrong.

To gauge progress on the path to brainlessness, we’ve gathered the four luxury cars that have done the most to purge human frailties from the acts of cruising, braking, and steering.

As usual, our test regimen is a balanced mix of on-road evaluations and proving- grounds tests. Other than noting which car can and which can’t steer you snugly against a curb, we skipped automatic-parking maneuvers. All these cars and many others on the market keep watchful eyes on your blind spots, a second form of artificial intelligence we’re taking for granted here. To verify that adaptive cruise control works to maintain a safe interval between your car and the one immediately ahead when an intruder barges into your lane, we used a foam-filled Volkswagen Golf decoy owned by Bosch to supplement our over-the-road observations. Our main focus was automatic lane keeping: how well these four early semi-autonomous cars guide you safely and securely while relying on their electronic wits instead of the driver’s hands, eyes, and judgment. Using a 50-mile mix of freeway stretches, rural two-lanes, and city streets, we tabulated exactly how many guidance interruptions were caused by broken lane marks, inconsistent pavement patches, intersections, and exit and entrance ramps. We also noted when a car lost the lane-keeping sense for no apparent reason. Then we ranked the four contenders according to the number of control lapses each test car experienced.

So cinch up nice and tight, because there’s going to be a lot of near misses.”



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When my kids arrived and work become more prominent in my life, I gave up a love affair with cars and started to drive computers.  I had my first Macintosh in the late 80’s, one of those cute little slanted colored cubes whose presumptive posture outperformed DEC stand-ups using LP-sized floppies for routine and simple tasks in the office, thus driving my superiors from the Boston high-tech world stark raving angry.  Later versions put my kids through high school and college.  I did re-invent myself when my son leased himself a brand-new Pontiac Trans-Am but drove himself right out of the car by ignoring the mileage restrictions and costs.  I ended up owning it and driving it for nine years.  I’m not sure I’ve ever been in a finer car on an Interstate highway, but I’m sure the Beemer folks would argue that point.  But look here, and ponder the possibilities: 

More on Apple’s automotive tendencies…


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[11 minute video]

The engineering team of the Mercedes-Benz F 015 Luxury in Motion gives an exclusive insight. Find more information about the F 015 Luxury in Motion on

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The Federal Automated Vehicles Policy is a 116-page document that includes sections on vehicle performance guidance for automated vehicles, model state policy, NHTSA’s current regulatory tools and modern regulatory tools.

The Vehicle Performance Guidance section, aimed at the industry itself, outlines best practices for the safe pre-deployment design, development and testing of highly automated vehicles prior to commercial sale or operation on public roads. With the guidance, the U.S. Department of Transportation establishes its expectations of industry by providing reasonable practices and procedures manufacturers, suppliers and other entities should follow in the short term to test and deploy the vehicles. The policy asks automakers and tech companies to be able to prove that their semiautonomous and autonomous vehicles could meet a 15-point list of safety expectations before taking to the roads. They’re asked to document how they’re addressing issues like privacy, digital security, human-machine interface and ethical considerations—like whether to program a vehicle to hit another vehicle or a pedestrian in the event of a crash.

The Model State Policy section seeks to reinforce that the traditional role of the states in areas like vehicle licensing and registration, traffic laws and enforcement, and motor vehicle insurance and liability regimes will continue when it comes to autonomous vehicle policy. NHTSA meanwhile will be responsible for federal motor vehicle safety standards, recalls and other enforcement measures, educating the public on safety and writing performance guidelines for industry.

NHTSA notes that it may be necessary for states to clarify the definition of “driver” in regulatory language, which could entail combing through multitudes of policies and state codes. The agency has already clarified for federal purposes that a car’s software can be considered a “driver.”

The insurance and liability issues could prove thorny for states as well. While some automakers have said they’ll take responsibility for any traffic crashes caused by their software, others have not.

NHTSA notes they will continue to exercise their existing regulatory authority through interpretations, exemptions, notice-and-comment rulemaking and enforcement authority. The agency can also identify safety defects and recall vehicles or equipment that pose an unreasonable risk to safety.

But the agency also indicates that existing regulatory tools may not be sufficient to ensure highly automated vehicles are introduced safely and to realize the full promise of the new technologies, so additional regulatory tools may be needed to quickly address the latest developments. Congress could be asked to consider new oversight powers for USDOT to approve vehicle designs before they come to market, give cease-and-desist orders in cases of imminent danger or require software changes for vehicles already on the road, for example.

Next up for the policy is a 60-day public comment period (read the process for submission here), which could yield significant changes. The policy is expected to be supplemented by a related report from the American Association of Motor Vehicle Administrators later this year.

But as autonomous vehicle legal expert Bryant Walker Smith noted this week, none of this is intended to provide the final word on these issues by any means. “I would also expect that this guidance will be the starting point for more thoughtful legislative discussions—not only at the state level but also, for the first time, at the federal level,” he wrote in a blog post. “It will be interesting to see which developers carry the DOT’s implicit requests for new authorities and resources to Congress. The model state policy does not bind states, and some may well decide not to follow it. The performance guidance likewise does not bind developers of automated driving systems, but I would expect few of these developers to deviate from it. This soft guidance could become even more influential if states incorporate it in legislation, if … (NHTSA) considers it in the course of exemption or enforcement decisions, or if courts look to it to understand how a reasonable developer should act. In other words, DOT is establishing expectations.”

DOT officials also made it clear this week they plan to update these guidelines annually.

Furthermore, the guidelines call for states not to just dive in head first but to take a coordinated approach by identifying a lead agency on automated driving regulation and setting up a task force with representatives from offices of information technology, transportation, law enforcement and other relevant areas.

So while the NHTSA guidance has been greatly anticipated, it only kicks off a series of what are likely to be lengthy and complex conversations that will evolve in the years to come just as the technologies do that they will address.


Autonomous vehicles will be on the agenda at the CSG 2016 National Conference in Colonial Williamsburg. On Friday, December 9, the CSG Transportation & Infrastructure Public Policy Committee will convene for a session entitled “Realizing the Future: Changes for Transportation on the Horizon.” Among the speakers will be Chris Hendrickson, Professor Emeritus in Civil and Environmental Engineering at Carnegie Mellon University in Pittsburgh and director of the university’s Traffic 21 Institute. In 2014, Hendrickson was the lead author on “Connected and Autonomous Vehicles: 2040 Vision,” a report prepared for the Pennsylvania Department of Transportation that assessed the implications of the vehicles on the management and operation of the state’s transportation system including in areas like design and investment decisions, workforce training and driver licensing. We’ll also get a briefing on what the NHTSA guidance means for states and hear from the automotive industry about all the innovations that are on the way. Also on the agenda for the transportation committee: Virginia Transportation Secretary Aubrey Layne will talk about how his state improved the processes by which it selects transportation projects and chooses which ones to tackle as public-private partnerships. And we’ll hear about what a new President and Congress could mean for transportation in 2017 and beyond. You can check out the preliminary agenda for the full CSG National Conference here and register for the meeting here.

Autonomous vehicles and other emerging technologies bringing rapid changes to communities also will be among the issues discussed during Capital Ideas II, a two-day conference the organization Transportation for America will host in Sacramento November 16-17. CSG is pleased to be a promotional partner for the event, which will offer attendees a highly interactive curriculum of model state legislation, campaign tactics, innovative policies and peer-to-peer collaboration designed to help them advance successful state transportation policy and funding proposals. Just in time to get a jump on the 2017 state legislative sessions, Capital Ideas II (no affiliation with CSG’s magazine Capitol Ideas) will also examine how state departments of transportation are instituting reforms and how California and other states are leading the way in policy innovation. The latest tentative agenda for the conference is available on the T4America website. Registration is available here. For an idea of what the first Capital Ideas was like in 2014, you can read my coverage of the event here, here and here.

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But the trucking industry was not consulted…

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“… For months, federal regulators have been preparing to unveil regulations for testing fully automated cars, which garnered attention after a fatal crash involving a Tesla Motors Inc. car that was operating with its automated driving system activated. Rules were expected in July, but became embroiled in debate after the crash.”

video too

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this past August 2016  

lots of information on sponsors, attendees, etc.


The 2017 is noted under “Resources”

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The Ethics of Autonomous Cars

Sometimes good judgment can compel us to act illegally. Should a self-driving vehicle get to make that same decision?  [very good article]

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Self-Driving Cars: How Badly Is the Technology Hyped?

Fully autonomous self-driving cars are many years away (“not in our lifetimes”). This has implications for how companies hyping them should be valued.

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“… Author Will Oremus cites a passage from a recent RAND study that envisions a couple of intriguing/worrying future scenarios:

“Imagine a law enforcement officer interacting with a vehicle that has sensors connected to the Internet. With the appropriate judicial clearances, an officer could ask the vehicle to identify its occupants and location histories. … Or, if the vehicle is unmanned but capable of autonomous movement and in an undesirable location (for example, parked illegally or in the immediate vicinity of an emergency), an officer could direct the vehicle to move to a new location (with the vehicle’s intelligent agents recognizing “officer” and “directions to move”) and automatically notify its owner and occupants.”

Situations like these raise countless questions about autonomous cars and the right to privacy. For example, do police need a warrant to search an autonomous car’s hard drive? The scenario is similar to that posed by “black box” recorders found on most modern vehicles, which can be accessed by law enforcement under certain conditions — but then again, maybe not. And if not, can police access all the data on the hard drive, or just some of it? Can they access it remotely, while the car is in use?

Throw in wearable devices, smartphones that connect to the internet via in-car routers, and many other always-on, always-connected technologies, and you see the problem. The minutiae of our lives are recorded via our constant interaction with apps and websites, email and social networks. If the police suspect someone of wrongdoing, why shouldn’t they be allowed to access that information in the interest of public safety?

Thankfully, part of the RAND study — which was commissioned by the National Institute of Justice — involved discussing these matters with a panel of experts in the fields of criminal justice and technology. The experts’ #1 priority at the moment involves creating a system of policies and procedures for dealing with autonomous cars. (If only they’d do the same for license plate readers.) Least important to them? Creating ways for police to take control of autonomous vehicles…..” 

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“… According to data from, there about 41 million speeding tickets issued each year on average. At an average fine of $152 per ticket, that equates to about $6.2 Billion in revenue nationwide from Traffic Tickets alone.

Having a fully autonomous car, as they’ve been reported, will effectively reduce the need for speeding tickets to ever be used again…..” 

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Criminal Liability Issues Created by Autonomous Vehicles 

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Vehicle makers might bear a greater share of liability as vehicles become more autonomous. Thus, the authors suggest, policymakers and manufacturers may want to seek risk-limiting measures that could include, for example, capping the liability exposure of manufacturers if they comply with government standards.

Citing the obstacles Uber and other ridesharing firms have faced with taxis and regulators, the report suggests that “negatively affected stakeholders”—including taxi and truck drivers, insurers, and personal-injury and traffic litigation lawyers—”may exert significant pressure on public-policy makers to protect their interests.”

The report says policymakers “may need to develop mitigation strategies to soften the blow on the stakeholders that suffer the greatest disruption.” 

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“… No battle plan, they say, survives the first contact with the enemy. And in this case, the enemy is us — the messy, chaotic, mentally ill, undocumented, angry, frustrated, overworked, underpaid, teeming masses of humanity. No sane person can think that autonomous cars can survive in that environment. It’s them or us in a fight to the death for control of the American road.

I’m not such a narcissistic egomaniac that I don’t realize that many, many intelligent people have pondered this question before today and likely come to conclusions that are better-informed but substantially similar to what I’ve described above. So you don’t have to worry about autonomous cars sharing the roads with human drivers and being subject to all of the hazards we’ve discussed. Rather, you can rest assured that our right to drive will simply disappear whenever it suits our West Coast tech elite. If we’re lucky, this unilateral takeover will only happen in places where population density and wealth make it easy, like San Francisco.

If we’re unlucky, however, the new order will simply be imposed upon us nationwide, the same way that Mr. Clinton imposed urban-focused gun control on rural towns where nobody’s committed a violent crime since before the Taft administration. If that day comes and the “Red Barchetta” scenario becomes law, you can rest assured that any power you have to vote or protest against the situation will have been thoroughly neutralized well ahead of time. You can, however, always pick up a rock.”

By Jack Baruth on March 8, 2016

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“The question of throwing the switch [in The Trolley Problem discussed in ] really one that we want to leave to software engineering firms?

[C]an you imagine a world in which say Google or Apple places a value on each of our lives, which could be used at any moment of time to turn a car into us to save others? Would you be okay with that?

Yes, I can, and especially when I use Apple or Google’s increasingly crapified software.

Third, the question of having software throw the switch has no precedent:

John Bonnefon, a psychological scientist working at France’s National Center for Scientific Research, told me there is no historical precedent that applies to the study of self-driving ethics. ‘It is the very first time that we may massively and daily engage with an object that is programmed to kill us in specific circumstances. Trains do not self-destruct, no more than planes or elevators do. We may be afraid of plane crashes, but we know at least that they are due to mistakes or ill intent. In other words, we are used to self-destruction being a bug, not a feature.’


Perhaps there could be an emergency switch that lets the driver take back control. But then the vehicle isn’t really autonomous at all, is it?[3]. Perhaps the real ethical problem was removing the driver’s autonomy in the first place…

Max, in the comments section, says,

“There’s no way to  create “ethical software” good enough to replace human judgment…”

Yves Smith says  “the hype regularly exceeds reality”.

Subgenius, in those same comments, asks

“Can the image data be accurately and rapidly processed to a greater degree of accuracy than can be achieved by the human visual cortex?”


“… Part of the problem is that so little energy is focused on properly training drivers. In most states, obtaining a driver’s license is a mere formality. Being more accretive with driver’s education, higher standards on driving tests and renewals, and strict enforcement of the rules of the road, basically washing out those who have no business being behind the wheel, would do a great deal to improve driver safety.”

Code Name D
September 29, 2016 at 4:26 pm

Which brings us full circle to Brock Yates, whose “plan floated years ago was an anathema to politicians and the general public, who viewed driving an automobile on highways as a supreme act of egalitarianism. Nowhere on earth was the constitutional mandate that “all men are created equal” more relevant than on the open road. This, regardless if the driver were a half-blind octogenarian doddering along the streets of Boca Raton or an Indianapolis champion running on an empty interstate.

Still, the notion that driving skills are directly related to physical and mental capacity does pertain, regardless of politically correct dogma. Perhaps the idea of drivers’ licenses tiered to aptitude behind the wheel ought to be reexamined.

For openers, vehicular capability in terms of tires, brakes, suspensions, etc., has been elevated to amazing heights in recent decades, permitting even the cheapest Kia or Hyundai to safely exceed posted 65-to-75-mph interstate limits.

Second, it has been proved to the point of tedium, based on statistics from the German autobahns, that vastly higher speeds can be safely maintained, presuming elemental laws (sobriety, lane discipline, etc.) are rigidly enforced.

Moreover, tiered licenses, based on experience and training, exist in virtually every other form of transportation. Pilots are licensed for everything from puddle jumpers to multiengine jets. Boaters in many states need licensing that escalates as the vessels get larger. Truckers, chauffeurs, taxi drivers, police officers, and others use special operators’ licenses, yet the vast motoring public trundles out onto the highway each day by the tens of millions with no special qualifications. In the context of blind jurisprudence, each man or woman is essentially as qualified as the next. Other than restricted licenses for drivers 15 or 16 years of age, depending on the state, there are no differences in the licenses being issued to a paroled felon, an outpatient psychopath, a drunk, or a healthy, socially responsible average citizen….”

What Brock was talking about, what my own driving experience has told me, is that you can’t discount, excerpt out, or disregard the human factor. Recently my wife and I “piloted” our new autonomy-in-training Nissan to a town about 25 miles away for dinner and a movie. The route was going to take us cross-country. While she waited for the new bank manager-in-training to figure out how to get a routine task done (it took about 45 minutes), I went out to program the vehicle’s navigation system for the addresses of both the restaurant and the movie theater.  I don’t need those devices; I have a pretty good map in my head.  Ever read up about the tests that London cabbies have to pass? 

When I was a probationary firefighter, much of my classroom training was spent looking at street maps with all the names removed and answering rapid-fire questions.  “The call is for a fire at such-and-such address; find it on the map.”  “You have a medical emergency here; it’s 2:30 PM. What route will you take?”  “Nope, not that way.  School just let out and tehre’s school busses cluttering up the intersections here, here and here.”  

In the late 60’s, I foresaw a dashboard vehicle navigation systems — GPS was still a closely-guarded miltiary secret back then — by envisioning an in-dash microfiche HUD projection system to assist ambulance drivers in situations when time was of the essence and making a wrong turn could mean life and death. Most vehicles do not yet have HUD displays, and using a GPS-based navigation system is still fraught with problems. 

I could have gotten to the town wiht the restaurant and theater on my own by driving the lengths of the rectangle on Interstate highways, but I like back roads and the navigation system — not yet voice-activated-or-responsive so it has to handled by the front-seat passanger if you wish to drive safely — thought a cross-country approach made sense too.  Halfway there, it took me in circles twice because it could not clearly see (or dictate) the route through a Y-intersection linked into a rotary. I had to turn it off — my wife calls hers Hentrietta and is used to screaming at it— and turn onto a road with which I was already familiar. I found my own way to the town, and then my wife — who’d been to the restaurant with friends — got me the rest of the way.

If you want further examples of this phenomenon of the human mind in the machine, consider seeing the movie we saw after dinner:

Related Articles×298.jpg

“Home, James!” 

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Self-Driving Cars: Will the Dogs Eat the Dog Food?

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Why Society Must Prepare For The Self-Driving Car Revolution (30-minute audio)

Robin Chase, co-founder and former CEO of Zipcar. She tweets @rmchase.

David Strickland, spokesperson and counsel for the Self-Driving Coalition for Safer Streets.

Bryan Reimer, research scientist at MIT and associate director of the New England University Transportation Center. He tweets @bryan_reimer. 

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Software Is The Last Obstacle To Fully Autonomous Vehicles, Elon Musk Says 

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Real Headline: “Get Ready for Freeways That Ban Human Drivers”

September 22nd, 2016 by Kevin

Sure, they lead with the safety argument, but what you’re going to wind up with is something like this:

Didn’t pay taxes? “Driving disabled. Would you like to pay overdue taxes, penalties, fees and interest now?”

Didn’t pay parking fine? “Driving disabled. Would you like to pay your fine now?”

Children not vaccinated? “Limited destinations. Would you like me to drive you to your child’s health care provider/vaccination center?”

Overdue library books? “Limited destinations. Would you like me to drive you to the library? Yes. Let’s confirm that you have the overdue materials…”

Assuming paper books still exist by then…

Anyway, you get the point.

Via: Bloomberg:

New rules of the road for robot cars coming out of Washington this week could lead to the eventual extinction of one of the defining archetypes of the past century: the human driver.

While banning people from driving may seem like something from a Kurt Vonnegut short story, it’s the logical endgame of a technology that could dramatically reduce — or even eliminate — the 1.25 million road deaths a year globally. Human error is the cause of 94 percent of roadway fatalities, U.S. safety regulators say, and robot drivers never get drunk, sleepy or distracted.

Autonomous cars already have “superhuman intelligence” that allows them to see around corners and avoid crashes, said Danny Shapiro, senior director of automotive at Nvidia Corp., a maker of high-speed processors for self-driving cars.

“Long term, these vehicles will drive better than any human possibly can,” Shapiro said. “We’re not there yet, but we will get there sooner than we believe.”

Regulators are accelerating the shift with new rules that will provide a path for going fully driverless by removing the requirement that a human serve as a backup. Earlier this year, the National Highway Traffic Safety Administration recognized Google’s self-driving software as the “driver” in its fully autonomous test vehicles, eliminating the need for a person to be present.

This week, technology industry veterans proposed a ban on human drivers on a 150-mile (241-kilometer) stretch of Interstate 5 from Seattle to Vancouver. Within five years, human driving could be outlawed in congested city centers like London, on college campuses and at airports, said Kristin Schondorf, executive director of automotive transportation at consultant EY.

The first driver-free zones will be well-defined and digitally mapped, giving autonomous cars long-range vision and a 360-degree view of their surroundings, Schondorf said. The I-5 proposal would start with self-driving vehicles using car-pool lanes and expand over a decade to robot rides taking over the road during peak driving times.

“In city centers, you don’t even want non-automated vehicles; they would just ruin the whole point of why you have a smart city,” said Schondorf, a former engineer at Ford Motor Co. and Fiat Chrysler Automobiles NV. “It makes it a dumb city.”

Posted in Dictatorship, Economy, Elite, Infrastructure, Police State, Rise of the Machines, Social Engineering, Surveillance, Technology

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New Technique Controls Autonomous Vehicles in Extreme Conditions

MPPI strategy helps self-driving, robotic vehicles maintain control at edge of handling limits

By Rick Robinson | MAY 23, 2016 • ATLANTA, GA 

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Autonomous vehicles could cost America 5 million jobs. What should we do about it? Los Angeles Times. The hype here reminds me of electric batteries for cars circa 1992. The vision of the future then was that all-electrical cars were coming soon, starting with local delivery fleets like Fedex and bus services, since the 100 mile per charge limit wouldn’t be a problem (they could go back to their garages and charge overnight). Did this happen? No. And the other impediment, charging stations for passenger cars, is no closer to reality than in 1992 (and there were other too-cute-by-half fixes, like charging stations that would swap in charged batteries for depleted ones so as to minimize driver downtime). The short problem here is we don’t have the infrastructure (as in roads) that autonomous cars require and we aren’t getting them any time soon.

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Zack Kanter over at Quartz thinks driverless vehicles will kill millions of jobs, all within ten years. And he’s wrong.

Take a second and read the article now. Here’s the link. I’ll wait.

Ok, ready? I should probably start out by saying I have a few pre-existing biases. The first is that I normally love Quartz and what they do, and the second is that I don’t have an enormous amount of respect for people who generally try to predict what will happen a decade from now, if not further out. Mostly because if they’re wrong, no one will remember, so no one will call them out on it, and if they’re right (which they rarely are), the one doing the predicting will be the one doing the trumpeting. And even if they are wrong, most people tend to remember the prediction nostalgically as if it was a big joke, like the flying cars of Back to the Future Part II, or the guy who dismissed the Internet as a bunch of hooey in Newsweek.

But I will boldly dismiss the prediction that autonomous cars will completely change our world in just 10 short years as a bunch of hooey…. 

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California: Governor Authorizes Fully Autonomous Vehicle Testing Without Human Driver Backup

September 30th, 2016 by Kevin

Via: Mercury News:

California Gov. Jerry Brown on Thursday signed a bill that for the first time allows testing on public roads of self-driving vehicles with no steering wheels, brake pedals or accelerators. A human driver as backup is not required, but the vehicles will be limited to speeds of less than 35 mph.

The legislation applies only to a pilot project by the Contra Costa Transportation Authority at an autonomous-vehicle testing facility at the former Concord Naval Weapons Station, and at a San Ramon business park containing public roads.

At the “GoMentum Station” in the former naval facility, Honda has been testing self-driving cars, and the firm Otto Motors, a division of a Canadian robotics company, has been working on autonomous trucks. The Transportation Authority has said Google and Apple have expressed interest in using the facility.

Related: Driverless, Electric Shuttles Now Operating in Lyon, France

Posted in Economy, Rise of the Machines, Technology

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Compendium of over 20 articles 

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Steering Autonomous Vehicle Policy: The Role Of Public Health

Jud Richland, Jim Lee, and Erin Duggan Butto

March 4, 2016

Additional Resources

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Driving to Safety

How Many Miles of Driving Would It Take to Demonstrate Autonomous Vehicle Reliability?

Research Questions

Is it practical to test-drive autonomous vehicles to demonstrate their safety prior to releasing them on the roads for consumer use?

How many miles would autonomous vehicles have to be driven without failure to demonstrate that their failure rate is below some benchmark?

How many miles would autonomous vehicles have to be driven to demonstrate their failure rate to a particular degree of precision?

How many miles would autonomous vehicles have to be driven to demonstrate that their failure rate is statistically significantly lower than the human driver failure rate? 

Autonomous Vehicle Technology

A Guide for Policymakers

2016 [$30]

Research Questions

What are the advantages of automated vehicle technology?

What are the disadvantages?

How should the use of this technology be regulated, and at what level?

What kinds of vehicles should be allowed on the road, and who is allowed to operate them?

How should the safety of this technology be tested, and by whom? To what safety standards should AVs be held?

What are the primary obstacles to realizing the benefits of this technology and what can be done about them? 

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[Long complex report by Carnegie Mellon for PA DOT]

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requires registration and log-in (even to see the price) but has another similar long table of contents for free

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3Q 2013 | Application Analysis Report | AN-1486 | 46 pages/PDF format | 11 charts | 14 figures 

While the technological feasibility of autonomous vehicles is being demonstrated by Google, Audi, Volvo, Bosch, and Continental, important obstacles such as high costs and the lack of a legislative framework remain in place. On the other hand, the multiple benefits of autonomous vehicles in terms of safety, cost savings, and efficiency, as well as positive impact on the economy and society as a whole, are driving research and development efforts globally. With ADAS-type features already being implemented on a wide scale, the next step for autonomous vehicles will materialize in the next decade. Fully autonomous, self-driving, robotic vehicles will start appearing between 10 and 15 years from now. The disruptive effects of autonomous driving are only just being discovered and its transformative impact on the auto industry and society as a whole will be huge with car sharing and declining vehicle ownership being two of the main exponents.

This study covers autonomous vehicle classification and types, use cases and applications, technology, main players and initiatives, impact and benefits, and remaining challenges and issues. Comparisons, analogies, and lessons to be learnt from other industries such as aviation and rail are briefly described. The report also provides forecasts for autonomous vehicle shipments and technology value per type and region for the next 20 years.

Table of Contents


1.1. Introduction

1.2. NHTSA Classification

1.3. Freescale’s View on Autonomous Driving Evolution

1.4. ABI Research Classification


2.1. Adaptive Cruise Control (ACC)

2.2. Drive Trains or Platoons

2.3. Automated or Self-parking


3.1. Teenage and Young Drivers

3.2. Elderly and Impaired Persons

3.3. Large Families

3.4. Commuters

3.5. Public and Private Transportation

3.6. Delivery Fleets


4.1. Radar

4.2. Machine Vision

4.3. Ultrasonic

4.4. Lidar

4.5. Digital Maps

4.6. Location Technologies

4.7. DSRC

4.8. Cellular

4.9. Wi-Fi Direct

4.10. Computing Platform

4.11. Software Algorithms

4.12. Electronically Controllable Electric Power Steering, Throttle, and Brakes

4.13. HMI and Driver Monitoring Systems (DMS)

4.14. Autonomous Vehicle Technologies Diagram


5.1. Google

5.2. Audi

5.3. Toyota

5.4. Volvo

5.5. Daimler

5.6. BMW

5.7. Bosch

5.8. Continental

5.9. TRW

5.10. VisLab

5.11. University of Oxford

5.12. Dutch Automated Vehicle Initiative (DAVI)

5.13. Scania

5.14. Stadtpilot

5.15. AutoNOMOS Labs

5.16. Volkswagen


6.1. Safety

6.2. Traffic

6.3. Sustainability

6.4. Convenience and Efficiency

6.5. Infotainment, Driver Distraction, Smartphone Integration, and HMI

6.6. Vehicle Ownership Decline: Car Sharing and Crowdsourcing

6.7. Public and Private Transportation

6.8. Insurance Telematics

6.9. Cost

6.10. Economic Impact

6.11. Impact on Society


7.1. Legal Framework and Liabilities

7.2. Reliability

7.3. Security

7.4. V2X Penetration

7.5. User Awareness and Acceptance

7.6. HMI

7.7. Mixed Environments

7.8. Cost and Pricing

7.9. Aftermarket Solutions


8.1. Aviation

8.2. Rail

8.3. Unmanned Aerial Vehicles (UAVs)

8.4. Robotics



1Autonomous Vehicle OEM Shipments by Region, World Market, Forecast: 2012 to 2032

2Autonomous Vehicle OEM Shipments by Type, World Market, Forecast: 2012 to 2032

3Autonomous Vehicle OEM Technology Value by Type, World Market, Forecast: 2012 to 2032

4Autonomous Vehicle OEM Shipments by Type, North America, Forecast: 2012 to 2032

5Autonomous Vehicle OEM Shipments by Type, Europe, Forecast: 2012 to 2032

6Autonomous Vehicle OEM Shipments by Type, Asia-Pacific, Forecast: 2012 to 2032

7Autonomous Vehicle OEM Shipments by Type, Rest of the World, Forecast: 2012 to 2032

8Autonomous Vehicle OEM Technology Value by Type, North America, Forecast: 2012 to 2032

9Autonomous Vehicle OEM Technology Value by Type, Europe, Forecast: 2012 to 2032

10Autonomous Vehicle OEM Technology Value by Type, Asia-Pacific, Forecast: 2012 to 2032

11Autonomous Vehicle OEM Technology Value by Type, Rest of the World, Forecast: 2012 to 2032


1Google Self-driving Car

2The Open Road to Self Driving

3Autonomous Vehicle Classification

4Lidar Image

5HERE True 2.0 Field Collection Vehicle

6Positioning Accuracy Requirements

7DSRC Spectrum Allocations

8Autonomous Vehicle Technologies Diagram

9Velodyne HDL-64E Lidar

10Audi Compact Lidar

11Continental’s VW Passat Autonomous Concept Vehicle

12VisLab’s BRAiVE Autonomous Vehicle

13Autonomous Vehicle Benefits Diagram

14Consumer Trust in Driverless Cars 

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[Another long, complex report whose Table of Contents  alone will educate you]

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Autonomous Vehicle Implementation Predictions

Implications for Transport Planning

1 September 2016


Todd Litman

Victoria Transport Policy Institute 

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Self-Driving Cars and Insurance

JULY 2016 

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The 1958 GM Firebird III

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How the Age of Autonomous Vehicles Will Evolve×225.jpg